TOLEDO METROPOLITIAN AREA COUNCIL OF GOVERNMENTS TRANSPORTATION SAFETY PLAN
December 2019
TABLE OF CONTENTS
1 EXECUTIVE SUMMARY ...... 2 2 TRANSPORTATION SAFETY PARTNERS ...... 4 3 INTRODUCTION—SETTING THE STAGE ...... 6 3.1 Transportation Safety Planning ...... 6 3.2 Lucas and Wood County Transportation Safety ...... 7 3.3 Vision, Goal and Objectives ...... 9 4 EXISTING CONDITIONS—UNDERSTANDING SAFETY NEEDS IN THE REGION ...... 12 4.1 The Big Picture ...... 12 4.2 Crash Types ...... 17 5 EMPHASIS AREAS—PRIORITIZED FOCUS AREAS ...... 34 6 IMPLEMENTATION and ACTION PLAN—CREATING A SAFER SYSTEM ...... 53 6.1 Corridor Heat Maps ...... 61 6.2 Regional Crash Locations ...... 64 6.3 Priority Locations ...... 66 6.4 Segments ...... 67 6.5 Intersections ...... 72
1 TMACOG Transportation Safety Plan
1 EXECUTIVE SUMMARY
The Toledo Metropolitan Council of Governments (TMACOG) is the metropolitan planning organization (MPO) responsible for transportation planning and programming in Wood and Lucas counties. The planning area is in northwest Ohio and home to approximately 570,000 residents who are spread across 66 cities, towns, and villages. Many residents choose this area because they appreciate the option to live in either an urban core or a rural atmosphere. In this region, it is common for residents and visitors alike to travel to and from locations in their vehicles. While transit services and bicycle and pedestrian amenities are available, the easiest and quickest route, is often in a car. With many people traveling by this mode, crashes can occur, impacting families, friendships and the fabric of the region.
Between 2014 and 2018, approximately 17,734 transportation-related crashes occurred per year in the two counties (referred to as “the region” in the rest of the document). An average of 57 people lost their lives, 495 were seriously injured and 41,483 people were involved in a crash each year, during that five-year span. Severe crashes are preventable, but it takes an understanding of where and why they are occurring to diagnose the problems and present proven solutions.
The 2019-2023 Toledo Metropolitan Area Council of Governments (TMACOG) Transportation Safety Plan presents solutions to the most challenging safety issues in the region, ensuring everyone can go about their daily lives, but also arrive home safely. Crash data were reviewed with stakeholders to understand:
• Crash Trends—How fatal and serious injury crashes have trended over the past five years. This also included a review of crashes by jurisdiction and by roadway type. • Safety Performance—How fatal and serious injury crashes could be reduced and to what extent, through the implementation of proven solutions. • Crash Types—What types of crashes (i.e., rear end) are over-represented in the region. • Contributing Factors—What types of crash contributors (i.e., alcohol impairment) are over-represented in the region. • Locations—The segments and intersections in the region that experience more crashes on average than other locations and could be reviewed further for safety improvements.
2 TMACOG Transportation Safety Plan Executive Summary
Local transportation and safety stakeholders met twice to review the crash data and provide input into what is now the foundation of this plan. This document represents the best approach to lowering fatalities and serious injuries in the region, including:
• Vision, Goal and Objectives providing a framework for identifying safety programs, projects and policies. • Three emphasis areas, Young Drivers, Intersections and Distracted Drivers, identifying the biggest safety challenges in the region. • An Action Plan, identifying locations, outlining programmatic and project solutions and showing stakeholders where to focus their time and resources to make the most difference.
3 TMACOG Transportation Safety Plan
2 TRANSPORTATION SAFETY PARTNERS
Lucas and Wood counties have a wide range of transportation and safety stakeholders, working to reduce fatalities and serious injuries. Representatives from the following agencies and jurisdictions came together on two occasions to inform the contents of this plan. The goal will be ongoing coordination to implement the safety solutions in this plan and lower transportation-related fatalities and serious injuries.
• AAA of Northwest Ohio • Mercy Health—Trauma
• City of Maumee • Ohio Department of Transportation District 2
• City of Oregon • Perrysburg Township
• City of Rossford • Safe Communities
• City of Sylvania • Toledo Area Regional Transit Authority
• City of Toledo • Toledo Children’s Hospital
• CT Consultants • Toledo Metropolitan Area Council of Governments • DLZ • Toledo Police Department • Educational Service Center of Lake Erie West • We Are Traffic
• Lucas County • Wood County
• Mannik & Smith Group
4 TMACOG Transportation Safety Plan
INTRODUCTION—
Setting the Stage
SECTION CONTENT:
Transportation Safety Planning
Lucas and Wood County Transportation Safety
Vision Goals & Objectives
3 INTRODUCTION—SETTING THE STAGE
3.1 TRANSPORTATION SAFETY PLANNING
Ohio has an average of 1,000 transportation-related fatalities every year. A national strategy called Toward Zero Deaths, driven and supported by transportation, enforcement, local Government, educators, health professionals and emergency response associations, concludes that even if it is unclear when fatalities will reach zero, even one death on the transportation network is A SOLUTION—ROAD SAFETY PLAN unacceptable. The Ohio Department of Transportation (ODOT) has ODOT recognizes the need to address adopted this strategy and is working toward solutions to ensure crash statistics and is encouraging the everyone is safe on Ohio’s transportation network. development of Regional Safety Plans to reduce them. One effective solution to achieve this vision is a local road safety plan (LRSP). This type of plan empowers local and regional transportation The TMACOG Transportation Safety agencies to organize stakeholders; review crash data to understand Plan provides a framework for the unique safety challenges in their areas; and customize solutions, identifying, analyzing and prioritizing or countermeasures, that will be effective based on the local context. roadway safety improvements.
The TMACOG Transportation Safety Plan followed a similar approach Upon completion, local stakeholders will have a prioritized list of strategies and to develop multi-disciplinary safety solutions. The planning process projects that will be eligible for ODOT focused on the fact that motor vehicle-related crashes can be safety funding. prevented. In some instances, roadway features can be improved to limit the severity of crashes; in others, stopping people from engaging in unsafe behaviors is key. However, in most cases, it is both. To reduce crashes related to infrastructure and driver error, state and local stakeholders identified proven strategies, actions, programs and projects.
Figure 1: Regional Transportation Safety Plan Process Graphic
6 TMACOG Transportation Safety Plan Introduction—Setting the Stage
3.2 LUCAS AND WOOD COUNTY TRANSPORTATION SAFETY
THE STUDY AREA
Wood County and Lucas County are in northwest Ohio, with the County seats being in Bowling Green and Toledo, Ohio, respectively. According to the Ohio County Profiles, the estimated 2018 population for Wood County was 130,696 people, a slight increase from the official population recorded by the 2010 United States Census of 125,488 people. The estimated population for Lucas County in 2018 was 429,899 people, a slight decline from the 2010 United States Census recorded population of 441,815.
Wood County is mostly rural and according to its Ohio County Profile, 86 percent of the County is covered in farmland or forests. Just over 13 percent of the County is developed. In addition to the County seat, the City of Bowling Green has the largest population with approximately one third of Wood County’s residents living in this area. Based on the Wood County Profile, there are approximately 1,950 miles of public roadways in the County with nearly 335 miles being interstate highway, turnpike, State and U.S. routes; 790 miles of township roads; and 245 miles of County roads.
Lucas County is slightly more rural than developed. According to its Ohio County Profile, 55 percent of the County is covered in farmland or forests with 45 percent of the County being developed. In addition to being the County seat, the City Toledo is the most populated with approximately two thirds of Lucas County residents living in this area. Based on the Lucas County Profile, there are approximately 2,340 miles of public roadways in the County with nearly 250 miles being interstate highway, turnpike, State and U.S. routes; and 284 miles of county roads. The study area for this safety plan is shown in Figure 2.
Figure 2: TMACOG Planning Region Map (Ohio only)
Introduction—Setting the Stage
EXTERNAL FACTORS IMPACTING CRASHES
This planning effort primarily focused on crash trends to understand where and why crashes were occurring. However, additional safety insights can be gained by understanding how other factors play a role in transportation safety. Population and Vehicle Miles Traveled (VMT) trends also were reviewed to understand the impact on crash occurrences in the region.
Population Based on population estimates included in the Ohio County Profile, the overall population in the region is decreasing. The frequency of fatalities and serious injuries is decreasing at a similar rate, likely due to less people traveling on the roadways.
Figure 3: Fatalities and Serious Injuries and Population, 2009–2018
900 570,000
800 568,000 700 566,000 600
500 564,000
400 562,000
300
560,000 ESTIMATES POPULATION
FATALITIES AND SERIOUS INJURIES SERIOUSAND FATALITIES 200 558,000 100
0 556,000 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018
FATALITIES AND SERIOUS INJURIES POPULATION LINEAR (FATALITIES AND SERIOUS INJURIES) LINEAR (POPULATION)
Vehicle Miles Traveled Population is a good estimation of the number of people living in the area, but it does not capture the full traffic picture which includes residents as well as visitors to the region. VMT is a factor calculated by multiplying the number of centerline roadway miles by the Average Daily Traffic (ADT) volumes. This factor is independent of the region’s population. It looks at the number of vehicles traveling on a specific roadway over a given year. Based on calculations provided by ODOT, the amount of VMT in the region is decreasing at a rate similar to the frequency of the fatalities and serious injuries. This is a positive correlation; however, it does not necessarily mean fatalities and serious injuries will continue to decrease as VMT decreases.
Introduction—Setting the Stage
Figure 4: Fatalities and VMT, 2008–2017
1000 62 61 800 60 600 59 400 58
57 MVMT 100 200 56
SERIOUS INJURIES SERIOUS 0 55 2009 2010 2011 2012 2013 2014 2015 2016 2017 NUMBER OF FATALITIES AND AND FATALITIES NUMBER OF FSI YEARLY 100 MVMT LINEAR (FSI) LINEAR (YEARLY 100 MVMT)
CURRENT SAFETY ACTIVITIES
Existing safety programs and projects in the region were another consideration during this planning process. The Examples of the Current Safety goal of this plan is to not replace current activities, but to Activities in the Region build upon them and implement other proven strategies to reduce fatalities and serious injuries. The work of the Lucas and Wood County Safe Communities groups as - Pedestrian friendly features at well as existing crash analysis completed in the region by signalized intersections. TMACOG and ODOT District 2 were reviewed during - Striping maintenance efforts stakeholder meetings and incorporated into this plan. annually. 3.3 VISION, GOAL AND OBJECTIVES - Complete street policies. - Roundabout construction. The regional safety vision, goal and objective describe the safety aspirations over the next 20 years and what safety - Do not Drive Intexticated success looks like in the near term. Stakeholders were distracted driving campaign. presented with examples of visions, goals and objectives - Parent/teen safety education. from ODOT and other agencies as well as local crash data, showing historical safety performance and future - Saturation patrols. forecasts. The following were selected to define safety success for the region and were based on stakeholder input as well as the results of a forecasting analysis (shown in Figures 5 and 6). This will help the region focus funding and resources to implement safety policies, programs and projects that will best achieve the identified safety goal and objectives.
Introduction—Setting the Stage
Figure 5: Fatalities Forecast
80 58.9 74.0 70 54.2 55.9 60 51.3 50
40 38.1
FATALITIES 30
20 20.4
10 6.9 0 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038
OBSERVED AGGRESSIVE REDUCTION (10%) MODERATE REDUCTION (5%) MINIMAL REDUCTION (2%) DO NOTHING
Figure 6: Serious Injuries Forecast
800
700 580.7 600 484.1 580.7 469.3 500
444.6 400
329.8 300 SERIOUS INJURIES
200 177.1 100 60.1 0 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 2019 2020 2021 2022 2023 2024 2025 2026 2027 2028 2029 2030 2031 2032 2033 2034 2035 2036 2037 2038 OBSERVED AGGRESSIVE REDUCTION (10%) MODERATE REDUCTION (5%) MINIMAL REDUCTION (2%) DO NOTHING
.
Existing Conditions—
Understanding Safety Needs in the
Region
SECTION CONTENT:
Big Picture Crash Trends
Crash Types
4 EXISTING CONDITIONS—UNDERSTANDING SAFETY NEEDS IN THE REGION
4.1 THE BIG PICTURE
For the development of the TMACOG Transportation Safety Plan, crash data from January 1, 2009 to December 31, 2018 for all crashes, on all public roads, were analyzed. The 10-year “There are, on average, timeframe provided enough information to establish reliable trends 17,734 crashes per year (10 and distinguish patterns. Data was provided by ODOT and per day) in the region which analyzed to understand overall crash trends, severe crash trends, includes 51 fatal crashes how crashes compared across jurisdictions and the types of roads and 4,703 injury crashes.” on which crashes were occurring. This analysis demonstrates existing safety conditions and helps set the stage for why safety planning in the region is critical.
CRASH STATISTICS
Between 2014 and 2018, there were 88,672 crashes in the region with 257 (0.3 percent) resulting in a fatality and 23,517 (26.5 percent) resulting in injury. There are, on average, 17,734 crashes per year (10 per day) in the region which includes 51 fatal crashes and 4,703 injury crashes.
Figure 7: Crash Statistics, 2014–2018
12 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
FATAL AND SERIOUS INJURY CRASH LOCATIONS
The serious crash types predominantly occur on the higher volume roads near and within the City of Toledo and Bowling Green, especially along I-475, I-75 and SR 105.
Figure 8: Fatal and Serious Injury Crash Density Map, 2014–2018
OCCUPANT STATISTICS
Of the 207,416 people involved in crashes in the TMACOG region between 2014 and 2018, 285 were fatally injured and 2,474 were seriously injured. On average, crashes affect 41,483 people every year in the region with 57 of them being fatally injured and 495 seriously injured.
13 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 9: Occupant Statistics, 2014–2018
CRASHES BY JURISDICTION
Crashes occur in the more populated areas of the county, like the City of Bowling Green, City of Perrysburg, City of Toledo, Sylvania Township, and Springfield Township than in other, more rural areas of the TMACOG region. The purpose of this map is to demonstrate that crashes occur everywhere and each jurisdiction can play a role in the solutions.
Figure 10: Crashes by Jurisdiction Map
14 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
CRASHES BY MAINTAINING AUTHORITY
Nearly 74 percent of all crashes in the TMACOG region occur on non-State-maintained roadways. Because ODOT does not own, operate or maintain these roads, it is incumbent upon local jurisdictions to determine what and where the biggest safety issues lie and apply for funding to implement improvements. In some jurisdictions, like Toledo, over 87 percent of crashes occur on locally maintained roadways.
Figure 11: Crashes by Jurisdiction and Maintaining Authority (Lucas County)
15 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 12: Crashes by Jurisdiction and Maintaining Authority (Wood County)
CRASH STATISTICS BY MAINTAINING AUTHORITY
Twenty-six percent of the total crashes in the region occur on State-maintained roadways, but they account for 30 percent of the total number of fatal and serious injury crashes. Approximately 66 percent of all crashes in the TMACOG region are occurring on city-maintained roadways, and those account for 52 percent of all fatal and serious crashes.
16 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 13: Crash Statistics by Maintaining Authority
4.2 CRASH TYPES
Crash type (i.e., head-on, rear-end) analysis is a common method to categorize crashes, understand key concerns and identify “Between 2008 and 2017, countermeasure solutions. Categorizing crashes by type is important the four most prevalent because each crash represents a problem that may be addressed crash types were rear through a specific engineering, enforcement, or behavioral end, sideswipe, fixed countermeasures. The following outlines the analysis results for the object, and left turn specific crash types in the region. crashes.” REGIONAL CRASH TYPES
Between 2009 and 2018, the four most prevalent crash types were rear end, sideswipe-passing, fixed object, and left-turn. There were 26,276 rear end crashes, but fortunately only one percent of those crashes resulted in a fatality or serious injury. Approximately 26 percent of the reported pedestrian crashes resulted in a fatality or serious injury. Both the total crash frequency and the percentage of fatal and serious injury crashes compared to the overall number of crashes can be used to identify applicable improvement strategies.
17 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 14: Regional Crash Types, 2009–2018
18 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
EQUIVALENT PROPERTY DAMAGE ONLY CRASHES
The equivalent property damage only (EPDO) crash frequency calculates the relative severity of the crashes occurring at a specific location. This EPDO crash frequency relates all crashes in terms of a property damage only (no injury) crash. To calculate the EPDO, the following equation was used with factors based on information provided in the ODOT Economic Crash Analysis Tool (ECAT).
EPDO Crash Frequency = (41.18 * Fatal and Serious Injury Crashes + 6.55 * Visible Injury Crashes + 4.44 * Possible Injury Crashes + Property Damage Only Crashes) / Total number of crashes
Pedestrian crashes have the highest EPDO value which indicates a crash type with high levels of serious injuries or fatalities.
Figure 15: EDPO for Crash Types, 2014–2018
19 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
CRASH TYPES BY JURISDICTION
Fixed object crashes are mostly over-represented in the more rural, less-developed areas of the region such as Jackson Township in Wood County. Rear end, sideswipe-passing, left turn, and angle crashes are generally over- represented in more urban areas like Ottawa Hills, Sylvania, and Perrysburg.
Figure 16: Crash Types by Jurisdiction Table, 2014–2018 (Lucas County)
20 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 17: Crash Types by Jurisdiction Table, 2014–2018 (Wood County)
21 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
CRASH TYPES FOR SEVERE CRASHES BY MAINTAINING AUTHORITY
Nearly 56 percent of all severe crashes in the region occur on city-maintained roadways. Another 28 percent of severe crashes occurred on State-maintained facilities. Over 83 percent of the pedestrian crashes and 85 percent of the bicycle crashes occurred on city-maintained roadways. Severe fixed object crashes and animal crashes are over-represented on the State system versus the locally maintained roadways.
Figure 18: Crash Types for Severe Crashes by Maintaining Authority, 2014–2018
OVER-REPRESENTED CRASH TYPES
A more in-depth analysis was performed on the over-represented crash types in the region to understand more about the problem and identify solutions. “Speed, alcohol, striking a fixed object or a FIXED OBJECT CRASHES combination of the three There were 11,276 fixed object crashes between 2014 and 2018 with contributed to 35 percent 74 crashes resulting in a fatality and 398 resulting in a serious injury. of all fatalities and Fixed object crashes occur when a vehicle leaves the roadway and serious injuries in the collides with a stationary object such as a tree, utility pole or mailbox. region.” Speed, alcohol, striking a fixed object or a combination of the three contributed to 35 percent of all fatalities and serious injuries in the region. In eight percent of fatalities and serious injuries between 2009 and 2018, speed and/or alcohol were contributing factors in a fixed object collision.
22 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 19: Fixed Object-Related Fatal and Serious Injury Crashes Primary Contributing Factors, 2009–2018
23 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Utility poles, guardrail, median, ditches, and trees were the most commonly struck fixed objects. Trees were struck in 8 percent of all fixed object crashes but in 19 percent of fatal and serious injury crashes.
Figure 20: Fixed Object Related Fatal and Serious Injury Crashes by Object Struck, 2009–2018
Of the 1,026 fixed object crashes that resulted in a fatality or serious injury, most occurred on straight, level roadway segments on city-maintained facilities.
Figure 21: Fixed Object-Related Fatal and Serious Injury Crashes Crash Tree Diagram, 2009–2018
24 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
FIXED OBJECT CRASH LOCATIONS
Fixed object crashes occurred throughout the TMACOG region, but there are hot spots along I-75, U.S. 23, I-475, and Woodville Road in Toledo.
Figure 22: Fixed Object-Related Fatal and Serious Injury Crashes Heat Map, 2009–2018—Regionwide
25 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 23: Fixed Object-Related Fatal and Serious Injury Crashes Heat Map, 2009–2018—Focus Area
26 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
REAR END CRASHES
There were 26,276 rear end crashes between 2014 and 2018 with 15 crashes resulting in a fatality and 356 resulting in a serious injury.
The frequency of fatal and injury rear end crashes in the TMACOG region spikes during peak periods of traffic volumes such as the AM peak period and afternoon/evening peak period. Severe rear end crashes are less likely to occur in the late night or early morning hours in the region.
Figure 24: Rear End-Related Fatal and Injury Crashes Time of Day, 2009–2018
In the TMACOG area, fatal and injury rear end crashes occur mostly on city or village maintained principal arterials. Furthermore, most of these rear end crashes are not occurring at intersections which means they are likely happening at driveways along these routes where vehicles are slowing or stopping to turn into a driveway. Drivers aged 15 to 25 are the most at-fault in rear crashes compared to other age groups.
Figure 25: Rear End-Related Fatal and Injury Crashes Crash Tree Diagram, 2009–2018
27 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
REAR END CRASH LOCATIONS
Most of the fatal and injury rear end crashes occur along Wooster Street and Main Street in Wood County and along SR 2 (Airport Highway), Reynolds Road, Central Avenue, Bancroft Street, and McCord Road in Lucas County. There were other roadways in Lucas County with isolated intersections with high frequencies of severe rear end crashes.
Figure 26: Rear End-Related Fatal and Injury Crashes Heat Map, 2009–2018—Regionwide
28 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 27: Rear End-Related Fatal and Injury Crashes Heat Map, 2009–2018—Focus Area
29 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
SIDESWIPE-PASSING CRASHES
There were 12,868 sideswipe-passing crashes between 2014 and 2018 with 4 crashes resulting in a fatality and 125 resulting in a serious injury.
Sideswipe-passing crashes that resulted in a fatality or injury generally occur throughout the day, but the majority occur between the hours of 8:00 a.m. and 8:00 p.m. The frequency of these types of crashes spikes between the hours of 1:00 p.m. and 6:00 p.m. which correlates with hours of peak traffic volumes. There is an unusual peak of severe sideswipe-passing crashes that occur between 10:00 p.m. and 1:00 a.m. Several factors could be contributing to these crashes, including alcohol.
Figure 28: Sideswipe Passing Fatal and Injury Crashes Time of Day Chart, 2009–2018
Most of the fatal and injury sideswipe-passing crashes occurred on interstate routes. Most often, young drivers between the ages of 15 and 25 were overrepresented as at-fault drivers in sideswipe-passing crashes. When these crashes involved young drivers traveling straight ahead, they were most often speed related.
Figure 29: Sideswipe-Passing Fatal and Injury Crashes Crash Tree Diagram, 2009–2018
30 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
SIDESWIPE-PASSING CRASH LOCATIONS
Severe sideswipe-passing crashes occurred throughout the TMACOG region. Several sideswipe-passing crashes occurred at the intersection of SR 199 and Roachton Road in Wood County. This intersection was converted to a roundabout during the crash analysis period. In Lucas County, the severe sideswipe-passing crashes primarily occurred along U.S. 23, I-475, and I-75.
Figure 30: Sideswipe-Passing Fatal and Injury Crashes Heat Map, 2009–2018—Regionwide
31 TMACOG Transportation Safety Plan Existing Conditions—Understanding Safety Needs in the Region
Figure 31: Sideswipe-Passing Fatal and Injury Crashes Heat Map, 2009–2018—Focus Area
32 TMACOG Transportation Safety Plan
Emphasis Areas—
Prioritized Focus Areas
SECTION CONTENT:
Young Drivers
Distracted Drivers
Intersections
5 EMPHASIS AREAS—PRIORITIZED FOCUS AREAS
Several different factors contribute to, or can cause, a crash, such as impairment, speed, distraction, etc. At the statewide level, the Ohio Strategic Highway Safety Plan (SHSP) reviews a wide range of potential factors; identifies the top issues causing fatalities and serious injuries; and develops strategies and actions to address them. Agencies often refer to these primary contributing factors as emphasis areas, which means they receive additional “emphasis,” in the form of time and resources.
For the TMACOG region, crash data for a six-year timeframe (2013–2018), were evaluated to determine the top contributors to crashes, or the local emphasis areas.
Of note, intersections contribute to fatalities and serious injuries in approximately Figure 32: Contributing Factors to Crashes in the Region, 2013-2018 37 percent of the statewide crashes, but over 50 percent in the region. Young driver crashes in the region also are quite a bit higher than the statewide average. And while distracted driver crashes are lower in the region than some of the other contributing factors, stakeholders felt this was a major issue that is not accurately reflected in the crash data.
Based on the results of the crash analysis, stakeholder input, feasibility to address the problem in the county and alignment or relationship to the Ohio SHSP, the following were prioritized for the region to help focus implementation efforts.
34 TMACOG Transportation Safety Plan YOUNG DRIVERS
Between 2013 and 2017, crashes involving young drivers contributed to nearly 41 percent of all fatal and serious injury crashes in the region. Ohio considers young drivers to be between the ages of 15 and 25. Research shows immaturity, risk taking and inexperience as the primary factors in these crashes. On average 18 to 19 people are fatally injured and 249 to 250 people are seriously injured each year in a crash involving a young driver. Based on historical data, serious injuries involving young drivers are steadily decreasing, but fatalities involving young drivers are slightly increasing.
Figure 33: Young Driver-Related Fatal and Serious Injury Crashes Five-Year Rolling Average, 2009–2018
Most commonly, fatalities involving young drivers involved intersections, occupants not wearing a seat belt, roadway departure, alcohol, speed, or a combination thereof. Serious injury crashes involving young drivers most often occurred at intersections.
35 TMACOG Transportation Safety Plan YOUNG DRIVERS
Figure 34: Young Driver-Related Fatal and Serious Injury Crashes Overlaps, 2009–2018
WHO? Most of the young drivers at-fault were male and between the ages of 18 and 23.
Figure 35: Young Driver-Related Fatal and Injury Crashes Age/Gender, 2009–2018
36 TMACOG Transportation Safety Plan YOUNG DRIVERS
WHERE? Over 59 percent of young driver-related fatalities and injuries occurred on city and municipal maintained facilities, with over 28 percent occurring on city/village Principal Arterial roads (i.e., Airport Highway in Toledo, Alexis Road in Toledo, Byrne Road in Toledo, Central Avenue Toledo, Detroit Avenue in Toledo, Dussel Street in Maumee, Laskey Road in Toledo, Monroe Street in Toledo, Reynolds Road in Toledo, and Secor Road in Toledo). An additional 16.8 percent of fatal or injury crashes involving young drivers occurred on minor arterial roads maintained by cities or villages (i.e, Arlington Road in Toledo, Bancroft Street in Toledo, Collingwood Boulevard in Toledo, Douglas Road in Toledo, Gypsy Lane in Bowling Green, Hill Avenue in Toledo, Main Street in Bowling Green, Monroe Street in Sylvania, and Wooster Street in Bowling Green).
Figure 36: Young Driver-Related Fatal and Injury Crashes Roadway Functional Class, 2009–2018
WHEN? Many fatal and injury crashes involving young drivers occurred between the hours of 7:00 a.m. and 8:00 p.m. There is a noticeable peak in the 4:00 p.m. hour which correlates to school dismissals. There also is a spike in young driver related crashes between 10:00 p.m. and 4:00 a.m. when alcohol may also play a role. Crashes occurred throughout the week with Friday being the most common day for severe crashes involving a young driver. Over 10 percent of young driver involved fatal and injury crashes occurred in September when school starts. The fewest young driver involved fatal and injury crashes occurred in December and January.
Figure 37: Young Driver-Related Fatal and Injury Crashes Time of Day, 2009–2018
37 TMACOG Transportation Safety Plan YOUNG DRIVERS
Figure 38: Young Driver-Related Fatal and Injury Crashes Day of Week, 2009–2018
Figure 39: Young Driver-Related Fatal and Injury Crashes by Month
WHY? Over 19 percent of young driver related fatal and injury crashes involved a rear-end collision, which usually results from distracted driving or higher speeds and the inability to stop safely. Rear end along with angle, left turn, and fixed object crashes account for over 70 percent of all fatal and injury crashes involving young drivers.
38 TMACOG Transportation Safety Plan YOUNG DRIVERS
Figure 40: Young Driver-Related Fatal and Injury Crashes by Type, 2008–2017
Most of the young driver involved fatal or injury crashes occurred in or surrounding Toledo and Bowling Green. There were concentrations of crashes involving young drivers along Airport Highway, Alexis Road, Byrne Road, Central Avenue, Detroit Avenue, Laskey Road, Monroe Street, Reynolds Road, and Secor Road in the Toledo area.
39 TMACOG Transportation Safety Plan YOUNG DRIVERS
Figure 41: Young Driver-Related Fatal and Serious Injury Crashes Heat Map, 2009–2018—Regionwide
40 TMACOG Transportation Safety Plan YOUNG DRIVERS
Figure 42: Young Driver-Related Fatal and Serious Injury Crashes Heat Map, 2009–2018—Focus Area
41 TMACOG Transportation Safety Plan DISTRACTED DRIVERS
Between 2009 and 2018, distracted driving contributed to nearly 6 percent of all fatal and serious injury crashes in the TMACOG region. On average, 2 to 3 people are fatally injured, and 35 to 36 people are seriously injured each year in a crash involving distracted driving. Based on this historical data, serious injuries and fatalities from crashes involving distracted driving are trending upward.
Figure 43: Distraction-Related Fatal and Serious Injury Crashes Five-Year Rolling Average, 2009–2018
Usually multiple factors contribute to a crash. The main factor contributing to distracted driving fatalities and serious injuries was intersections. Other significant factors contributing to deaths and serious injuries in distracted driving related crashes include occupants not wearing seat belts and young drivers.
Figure 44: Distraction-Related Fatal and Serious Injury Crashes Overlaps, 2009–2018
WHO? The majority of at-fault drivers in distracted related crashes resulting in a fatality or injury were male. Most of the drivers were between the ages of 16 and 25 years old.
42 TMACOG Transportation Safety Plan DISTRACTED DRIVERS
Figure 45: Distraction-Related Fatal and Injury Crashes Age/Gender, 2009–2018
WHERE? Over 61 percent of distracted related fatalities and injuries occurred on city or municipal maintained facilities, with nearly 28 percent occurring on city/village maintained Principal Arterial roads ( i.e., Airport Highway in Toledo, Monroe Street in Toledo and Sylvania, Dorr Street in Toledo, and Alexis Road in Toledo and Sylvania). An additional 17.2 percent of fatal or injury crashes involving distracted drivers occur on minor arterial roads maintained by cities or villages (i.e., Wooster Street in Bowling Green, Main Street in Bowling Green, and Bancroft Street in Toledo).
Figure 46: Distraction-Related Fatal and Injury Crashes Roadway Functional Class, 2009–2018
WHEN? The majority of fatal and injury crashes involving distracted driving occurred between the hours of 7:00 a.m. and 7:00 p.m. with a noticeable peak occurring in the 5:00 p.m. hour. Seventy-eight percent of distracted driving fatal and injury crashes occurred on a weekday, with 18 percent occurring on Friday.
43 TMACOG Transportation Safety Plan DISTRACTED DRIVERS
Figure 47: Distraction-Related Fatal and Injury Crashes Time Of Day, 2009–2018
Figure 48: Distraction-Related Fatal and Injury Crashes Day of Week, 2009–2018
WHY? The vast majority of distracted driving fatal and injury crashes were rear end crashes. Rear end, along with fixed object, and angle crash types account for nearly 75 percent of all distracted driving fatal and injury crashes in the TMACOG region.
Figure 49: Distraction-Related Fatal and Injury Crashes by Type, 2009–2018
Distracted driving fatal and injury crashes occurred throughout Lucas and Wood Counties. There were concentrations of crashes involving distraction along Monroe Street in Toledo and along Airport Highway between Perrysburg Holland Road and Holland Sylvania Road.
44 TMACOG Transportation Safety Plan DISTRACTED DRIVERS
Figure 50: Distraction-Related Fatal and Injury Crashes Heat Map, 2009–2018—Regionwide
45 TMACOG Transportation Safety Plan DISTRACTED DRIVERS
Figure 51: Distraction-Related Fatal and Injury Crashes Heat Map, 2009–2018—Focus Area
46 TMACOG Transportation Safety Plan INTERSECTIONS
Between 2009 and 2018, crashes at intersections contributed to 52 percent of all fatal and serious injury crashes in the region. Sixty percent of fatal and serious injury crashes on non-State-maintained roads occur at an intersection. On average, 20 to 21 people are fatally injured, and 310 to 311 people are seriously injured each year in a crash at an intersection. Based on historical data, the frequency of fatal crashes at intersections are increasing every year in the TMACOG region while serious injuries are slowing decreasing in the region.
Figure 52: Intersection Related Fatal and Serious Injury Crashes Five-Year Rolling Average, 2009–2018
Usually multiple factors contribute to a crash. Most commonly, young and older drivers and occupants not wearing seat belts are factors in serious injury crashes at intersections. In nearly 41 percent of fatal crashes at intersections, occupants were not wearing a seat belt. Young and older drivers and alcohol also were contributing factors in fatal crashes at intersections.
Figure 53: Intersection Related Fatal and Serious Injury Crashes Overlaps, 2009–2018
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WHO? The vast majority of at-fault drivers in intersection-related crashes were young drivers between the ages of 16 and 25. In general, males were most cited for contributing to intersection crashes.
Figure 54: Intersection-Related Fatal and Injury Crashes Age/Gender, 2009–2018
WHERE? Over 70 percent of fatal and injury intersection crashes occur on city-/village-maintained facilities. Another 17 percent of these crashes happen on State-maintained roadways. Nearly 34 percent of intersection crashes resulting a fatality or injury occur on city-/village-maintained Principal Arterial roads (i.e., Airport Highway in Toledo, Alexis Road in Toledo, Byrne Road in Toledo, Central Avenue in Ottawa Hills and Toledo, Detroit Avenue in Toledo, Cherry Street in Toledo, Laskey Street in Toledo, Secor Road in Toledo, U.S. 24 in Maumee, and Monroe Street in Toledo) while another 19 percent occur on city-/village-maintained Minor Arterial roads (i.e., Arlington Avenue in Toledo, Bancroft Street in Ottawa Hills and Toledo, Detroit Avenue in Toledo, Main Street in Bowling Green, Monroe Street in Sylvania, Starr Avenue in Oregon, and Wooster Street in Bowling Green).
Figure 55: Intersection-Related Fatal and Injury Crashes Roadway Functional Class, 2009–2018
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WHEN? Intersection crashes generally correlate with the hours of peak traffic volumes between 7:00 a.m. and 7:00 p.m. Eighteen percent of intersection fatal and injury crashes occur on Fridays with the fewest crashes occurring on Sundays.
Figure 56: Intersection-Related Fatal and Injury Crashes Time of Day, 2009–2018
Figure 57: Intersection-Related Fatal and Injury Crashes Day of Week, 2009–2018
WHY? Nearly 28 percent of fatal and injury crashes at intersections in TMACOG were angle collisions. Angle, rear end, and left turn crashes account for nearly 65 percent of all fatal and injury crashes at intersections in the TMACOG region. These crash types are typical at intersections nationwide.
Figure 58: Intersection-Related Fatal and Injury Crashes by Type Chart, 2009–2018
49 TMACOG Transportation Safety Plan INTERSECTIONS
Fatal and serious injury crashes at intersections occurred mostly in the Toledo and Bowling Green areas. A concentration of intersection crashes occurred at Wooster Street and Main Street and Wooster and the I-75 ramps. Both locations underwent construction in 2019 – Wooster at Main was re-paved and Wooster at I-75 was enhanced with a roundabout. These improvements should lower crashes at the locations. Some of the corridors with the most intersection crashes resulting in a fatality or serious injury occurred along Airport Highway and Monroe Street in Toledo.
Figure 59: Intersection-Related Fatal and Serious Injury Crashes Heat Map, 2008–2017—Regionwide
50 TMACOG Transportation Safety Plan INTERSECTIONS
Figure 60: Intersection-Related Fatal and Serious Injury Crashes Heat Map, 2008–2017—Focus Area
51 TMACOG Transportation Safety Plan
Implementation & Action Plan—
Creating a Safer System
SECTION CONTENT:
Intersections
Young Driver
Distracted Driver
Priority Locations
Priority Segments
6 IMPLEMENTATION and ACTION PLAN—CREATING A SAFER SYSTEM
The TMACOG Transportation Safety Action Plan outlines the specific strategies and actions to address the most critical safety concerns in the county—intersections, young drivers and distracted drivers. It also identifies the corridors, intersections and road segments that could benefit from safety improvements. The Action Plan recognizes the most effective approaches to help transportation and safety stakeholders make progress toward the vision of “Toward Zero Deaths. All transportation users should arrive safely at their destinations.” The Action Plan was informed by the results of data analysis, proven strategies to lower fatalities and serious injuries and stakeholder input. The goal is to implement this plan over the next five years, while evaluating annually whether the identified programs, projects and policies are helping to achieve performance goals. The Action Plan identifies a combination of enforcement, education, engineering and data strategies to best address safety needs.
Implementation of these strategies and actions will ensure safety INTERSECTIONS projects are implemented to lower fatalities and serious injuries at intersections and that the public and others are educated about intersection safety.
Implementation of these strategies and actions will ensure young YOUNG DRIVER drivers are well educated about the risks associated with driving through peer-to-peer efforts, resource materials and law enforcement engagement.
Implementation of these strategies and actions will ensure the DISTRACTED public and stakeholders are educated about the consequences of DRIVER distracted driving, current laws are enforced to the extent possible, and infrastructure improvements are in place to keep drivers alert.
Implementation of safety projects along corridors or at specific LOCATIONS segments and intersections will minimize the chances of fatalities or serious injuries occurring.
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INFRASTRUCTURE STRATEGIES
Strategy 1: Implement proven countermeasures to reduce intersection crashes in the region.
Timeline: Ongoing
Leaders Description Performance Measure
ODOT/Local Continue to identify locations and implement # of roundabouts installed Jurisdictions roundabouts where appropriate.
ODOT/ Local Implement specific countermeasures to restrict # of countermeasures implemented Jurisdictions movements at intersections with a higher density of commercial driveways.
ODOT/TMACOG Review the network screening methodology Revised network screening and revise/update as needed to identify methodology intersections, risk characteristics, and countermeasure solutions.
ODOT/TMACOG/ Perform additional evaluation on high-crash # of additional intersections Local Jurisdictions locations to identify intersections that would identified make good candidates for ODOT’s highway safety program funding.
ODOT/ Local Systematically implement pedestrian # of intersections that receive low- Jurisdictions countdown timers (and other low-cost cost countermeasures countermeasures such as high-visibility crosswalk markings) at signalized intersections.
ODOT/TMACOG Develop a list of eligible low-cost List created countermeasures that could be incorporated into intersection construction projects.
Strategy 2: Utilize technology solutions to reduce intersection crashes.
Timeline:
Leaders Description Performance Measure
TMACOG/ Local Implement advanced technology at # of intersections improved with Jurisdictions intersections, such as video detection, signal advanced technology optimization, and signal coordination along high-crash corridors.
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ENFORCEMENT STRATEGIES
Strategy 1: Enable State and local law enforcement to better enforce safety laws at intersections.
Leaders Description Performance Measure
TMACOG Provide available intersection crash heat maps Maps given to law enforcement to State and local law enforcement and update agencies maps annually.
EDUCATIONAL STRATEGIES
Strategy 1: Provide opportunities to educate the public on intersection safety.
Timeline: Ongoing
Leaders Description Performance Measure
TMACOG/LiveWell Utilize the safe routes to school program, # of schools/students served by Program LiveWell program, or other mediums, to educational efforts Administrator, Safe educate kids and young drivers about Communities intersection safety.
Hospitals Provide post-accident education to patients of Produce educational materials; motor vehicle crashes. develop process for implementation
TMACOG/ODOT Provide education on innovative/new Produce educational materials and intersection/interchange designs (roundabouts resources and diverging diamond interchanges). Developing public facing resources (including PSAs) will help spread awareness/ understanding of these features will help with implementation and use.
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COORDINATION STRATEGIES
Strategy 1: Nurture and expand partnerships and coordinate activities to reduce intersection, and other, crashes.
Timeline: Ongoing
Leaders Description Performance Measure
TMACOG, Safe Continue to support and participate in safe Meeting to discuss safety Communities, OVI communities and OVI taskforce work within the implementation region.
TMACOG/ Local Seek additional technical assistance from ODOT Use ODOT resources Jurisdictions for safety project identification and development, especially resources available to local agencies through the Local Safety Assistance Program.
POLICY STRATEGIES
Strategy 1: Incorporate intersection safety into transportation programs and projects.
Timeline: Ongoing
Leaders Description Performance Measure
TMACOG Review complete streets policies to understand Review policies how intersection safety could be improved.
ODOT/ Local Ensure safety improvements are considered Update geometrics and design Jurisdictions during the design process. processes
ODOT/ Local Ensure applicable safety improvements are Review maintenance policies Jurisdictions considered in coordination with maintenance activities at intersections.
ODOT Streamline the project delivery process for Review project delivery processes proven safety countermeasures related to intersections.
TMACOG Continue to include safety scoring criteria in the Review safety scoring criteria selection process for all transportation projects and revise, as needed.
TMACOG Review access management policies to reduce Review Lucas County policy for intersection crashes, especially on arterial pertinent information roadways.
56 TMACOG Transportation Safety Plan DISTRACTED DRIVERS
INFRASTRUCTURE STRATEGIES
Strategy 1: Implement proven countermeasures to reduce distracted driving crashes in the region.
Leaders Description Performance Measure ODOT/TMACOG/ Review locations where distracted driving Maps given to law enforcement Local Jurisdictions crashes are over-represented and implement agencies applicable infrastructure solutions (i.e., rumble strips, wider shoulders) to prevent the driver from leaving the roadway.
EDUCATIONAL STRATEGIES
Strategy 1: Utilize existing and new education efforts to curb distracted driving.
Timeline: Ongoing
Leaders Description Performance Measure TMACOG/Safe Inventory all existing campaigns on distracted Create inventory Communities driving in the region to identify successes as well as gaps that could be filled. TMACOG/Safe Draft distracted driving materials and incorporate Develop and distribute materials Communities those into driver’s education courses or provide during vehicle license renewals. AAA Continue the AAA education campaign (Don’t Continue campaign Drive Intexticated). Safe Communities Continue to deliver presentations in the high # of presentations/# of school on how the brain functions when presentations/students distracted. reached/students reached Safe Communities Continue to educate companies/employees on the # of employees participating dangers of distracted driving. Safe Communities Implement training at elementary and middle Develop training materials and schools about the dangers of distracted driving strategy for reaching out to schools and how to be a “good passenger.” Safe Communities Utilize the distracted driving simulator at high # of students and school served schools and community events. ODOT/ Local Install signs near schools encouraging students to Design signs. Jurisdictions drive distraction-free and informing students of legal and financial penalties of distracted driving. Local Expand media efforts to educate the public on Expand existing media efforts media/TMACOG/ distracted driving, through PSA’s, news spots, or Safe Communities radio advertisements.
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POLICY STRATEGIES
Strategy 1: Incorporate distracted driving provisions into transportation programs and projects. Timeline: Ongoing
Leaders Description Performance Measure TMACOG/ Local Review complete streets policies to understand Review policies Jurisdictions how implementation could lead to reductions in distracted driving. TMACOG/Law Seek opportunities to partner with local, regional, Review ODOT Distracted Driving enforcement and state partners to improve distracted driving Task Force recommendations legislation.
58 TMACOG Transportation Safety Plan YOUNG DRIVERS
INFRASTRUCTURE STRATEGIES
Strategy 1: Implement proven countermeasures to reduce young driver crashes in the region.
Timeline: Ongoing
Leaders Description Performance Measure ODOT/TMACOG/ Review intersections where young driver crashes Countermeasures implemented at Local Jurisdictions are over-represented to determine causes and intersections infrastructure related solutions (warning signs, lane reconfigurations, signal optimization). ODOT/TMACOG/ Review high crash corridors, in particular those Speed calming treatments Local Jurisdictions around school and universities, to implement implemented road diets or other traffic calming measures.
EDUCATIONAL STRATEGIES
Strategy 1: Conduct safety education (distraction, impaired, unbelted, nonmotorized) in the schools.
Timeline: Ongoing
Leaders Description Performance Measure TMACOG/Safe Create videos or other educational materials that Create videos and social media Communities explain how to use new infrastructure – strategy roundabouts are particularly challenging for young drivers – and share it through social media. ODOT Continue bike and pedestrian safety skills courses Continue skills courses to ensure young drivers understand the nonmotorized rules of the road. TMACOG Continue to support the education efforts of the Continue support Lucas and Wood County’s Safe Communities groups (i.e. community events, teen education). Insurance agency Partner with an insurance agency to provide Identify insurance partner education to young drivers and parents on crash costs and other insurance implications. TARTA Run a campaign focused on young adults, Launch campaign highlighting popular destinations that are an easy one-seat ride on the bus. Encourage youth to download the TARTA app.
59 TMACOG Transportation Safety Plan YOUNG DRIVERS
ENFORCEMENT STRATEGIES
Strategy 1: Enable state and local law enforcement to better prevent young driver-related crashes.
Leaders Description Performance Measure
TMACOG Provide available young driver crash heat maps Maps given to law enforcement to state and local law enforcement and update agencies maps annually.
POLICY STRATEGIES
Strategy 1: Incorporate young driver provisions into transportation programs and projects. Timeline: Ongoing
Leaders Description Performance Measure TMACOG Coordinate with the Ohio Department of Public Continue coordination Safety on updates to the driver’s education curriculum TMACOG/Safe Seek opportunities to partner with local, regional, Incorporate GDL program into the Communities and state partners to incorporate the Graduated student curriculum Driver’s Licensing (GDL) program into the student curriculum. Educators Coordinate with high schools to evaluate and Continue coordination improve student driving policies.
60 TMACOG Transportation Safety Plan PRIORITY LOCATIONS
The factors contributing to crashes are over-represented along certain corridors and more specifically at a number of segments and intersections. Using a combination of crash analysis and stakeholder input, the Action Plan identifies areas within the region that could be studied further to identify countermeasures to mitigate crashes.
6.1 CORRIDOR HEAT MAPS
Using data for crashes occurring between 2014 and 2018, the severe crashes were plotted on maps to understand the bigger picture crash story. These maps were used at stakeholder meetings to show what corridors were experiencing severe crashes related to the identified emphasis areas and most prominent crash types. The information was helpful to determine what was occurring at those locations and why as well as if any of the over- represented locations appeared to be incorrect or missing. The heat maps, shown in Figures 61 and 62 also are another tool to help regional stakeholders identify and confirm priority segments and intersections.
61 TMACOG Transportation Safety Plan PRIORITY LOCATIONS
Figure 61: Lucas and Wood Counties Fatal and Serious Injury Crashes—Regionwide
62 TMACOG Transportation Safety Plan PRIORITY LOCATIONS
Figure 62: Lucas and Wood Counties Fatal and Serious Injury Crashes—Focus Areas
63 TMACOG Transportation Safety Plan PRIORITY LOCATIONS
6.2 REGIONAL CRASH LOCATIONS
In addition to the heat maps, TMACOG completed a Safety Locations Report (2014–2016 Crash Data). The intersections and segments identified in that study were mapped to enable stakeholders to visualize these locations and confirm whether they also viewed them as priorities. Priority locations for the region are shown in Figures 63 and 64 but are shown more clearly for both Lucas and Wood counties in the following Priority Locations section.
Figure 63: TMACOG High-Priority Locations—Wood County
64 TMACOG Transportation Safety Plan PRIORITY LOCATIONS
Figure 64: TMACOG High-Priority Locations—Lucas County
65 TMACOG Transportation Safety Plans PRIORITY LOCATIONS
6.3 PRIORITY LOCATIONS
Along the corridor hot spots, a number of specific segments and intersections were identified as locations within the county that could benefit from safety improvements. These locations were identified through an analysis completed by TMACOG in their Safety Locations Report (2014–2016 Crash Data). Additionally, ODOT publishes a list of locations that is prioritized by need for safety improvement. Some of the locations on the TMACOG list overlap with the ODOT list while other locations are only on the ODOT list or only on the TMACOG list. The combined lists can help regional stakeholders pinpoint locations where additional field investigations or data analysis could be completed to understand specific site improvements, or risk factors and systemic solutions. In addition to showing the location rank, additional fields, including severe crash hotspot, crash type hotspot, and emphasis area overlap have been added. These shed further light on each location, showing stakeholders a fuller picture of what is happening at each location to further think through priorities, but also plan for infrastructure and behavioral solutions in tandem.
66 TMACOG Transportation Safety Plan PRIORITY LOCATIONS
6.4 SEGMENTS
Table 1: Top Crash Segments in TMACOG Region
Local State Maintaining # Total Severe Crash Crash Emphasis Area Name of Location Rank Rank Authority Crashes Hotspot Type Hotspot Overlap
Sylvania (Jackman to Phillips) 1 — City of Toledo 183 YES R, F D, I, Y
Laskey (Douglas to Jackman) 2 — City of Toledo 162 YES R, F D, I, Y
Airport (McCord to Holland‐Sylvania) 3 1, 12 ODOT 281 YES S, R, F D, I, Y
Airport (Byrne to South) 4 186 City of Toledo 172 YES R, F D, I, Y
Cherry (Delaware to Bancroft) 5 — City of Toledo 101 YES F D, I, Y
Front (Morrison to Craig Bridge) 6 — City of Toledo 60 YES R, F D, I, Y
Airport (South to Fearing) 7 — City of Toledo 51 YES R D, I, Y
Wooster (Main to Thurstin) 8 191, 371 City of Bowling Green 74 YES R, F D, I, Y
Wooster (Mercer to Dunbridge) 9 24 City of Bowling Green 126 YES R, F D, I, Y
Tremainsville (Alexis to Laskey) 10 — City of Toledo 84 YES R, F D, I, Y
Douglas (Berdan to Monroe) 11 — City of Toledo 98 YES R, F D, I, Y
Central (King to McCord) 12 30 ODOT 128 YES R D, I, Y
Monroe (Talmadge to Harvest) 13 10 City of Sylvania 129 YES R D, I, Y
Bancroft (Monroe to Collingwood) 14 — City of Toledo 57 YES S, F D, I, Y
36, 37, YES R 15 City of Oregon D, I, Y Navarre (Isaac to Coy) 54 135
Monroe (Secor to Douglas) 16 — City of Toledo 158 YES R, F D, I, Y
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Local State Maintaining # Total Severe Crash Crash Emphasis Area Name of Location Rank Rank Authority Crashes Hotspot Type Hotspot Overlap
Talmadge (Monroe to Sylvania) 17 — City of Toledo 109 YES R D, I, Y
South (Broadway to 75) 18 — City of Toledo 105 YES F D, I, Y
Monroe (Laskey to Talmadge) 19 41, 51 ODOT 158 YES R D, I, Y
Secor (Monroe to Central) 20 — City of Toledo 327 YES R, F D, I, Y
Central (McCord to Holland‐Sylvania) 21 — ODOT 225 YES R, F D, I, Y
South (Detroit to Spencer) 22 — City of Toledo 96 YES R, F D, I, Y
Monroe (Cove to Detroit) 23 — City of Toledo 104 YES F D, I, Y
Monroe (Harroun to 23 ramp) 24 — City of Sylvania 69 YES R, F D, I, Y
Navarre (Wheeling to Isaac) 25 11 City of Oregon 47 YES R D, I, Y
I-80 (MP 8.67–MP 8.75) — 1 OTC 48 YES R, F D, Y
I-80 (MP 8.75–MP 8.85) — 12 OTC 16 YES F D, Y
I-75 (MP 0.00–MP 0.01) — 13 ODOT 4 — F D, I, Y
I-75 (MP 1.29–MP 1.39) — 23 ODOT 84 — S, F D, I, Y
I-80 (MP 8.85–MP 8.95) — 24 OTC 11 YES F D, Y
I-80 (MP 8.95–MP 9.05) — 40 OTC 9 YES F D, Y
I-75 (MP 20.27–MP 20.37) — 41 ODOT 8 YES S, F D, Y
U.S. 20 (MP 3.05–MP 3.09) — 46 ODOT 4 YES R, F D, I, Y
SR 120 (MP 13.00–MP 13.10) — 50 City of Toledo 8 YES F D, I, Y
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Local State Maintaining # Total Severe Crash Crash Emphasis Area Name of Location Rank Rank Authority Crashes Hotspot Type Hotspot Overlap
I-75 (MP 12.09–MP 12.19) — 52 ODOT 9 — — —
SR 2 (MP 10.77–MP 10.87) — 62 City of Toledo 14 YES R, F D, I, Y
SR 2 (MP 22.41–MP 22.51) — 66 City of Oregon 17 YES R D, I, Y
SR 2 (MP 22.34–MP 22.44) — 67 City of Oregon 15 YES R D, I, Y
SR 64 (MP 1.05–MP 1.15) — 69 City of Bowling Green 23 YES F D, I, Y
I-280 (MP 0.00–MP 0.01) — 76 ODOT 1 YES — D, I, Y
SR 246 (MP 1.90–MP 2.00) — 79 City of Toledo 11 YES S, R D, I, Y
U.S. 20 (MP 3.09–MP 3.10) — 83 ODOT 4 YES R, F D, I, Y
I-75 (MP 20.37–MP 20.47) — 83 ODOT 7 YES S, F D, Y
I-280 (MP 0.10–MP 0.20) — 97 ODOT 11 YES — D, I, Y
R—Rear End, F—Fixed Object, S—Sideswipe-Passing, D—Distraction, I—Intersection, Y—Young Driver
69 TMACOG Transportation Safety Plans PRIORITY LOCATIONS
Figure 65: Top Crash Segments in Wood County
70 TMACOG Transportation Safety Plan PRIORITY LOCATIONS
Figure 66: Top Crash Segments in Lucas County
71 TMACOG Transportation Safety Plans PRIORITY LOCATIONS
6.5 INTERSECTIONS
Table 2: Top Crash Intersections in TMACOG Region
Local State Maintaining # Total Severe Crash Crash Emphasis Area Name of Location Rank Rank Authority Crashes Hotspot Type Hotspot Overlap
Arlington & Byrne 1 — City of Toledo 88 YES R, P D, I, Y
Central & Reynolds 2 3 ODOT 128 YES S, R D, I, Y
Reynolds & Hill 3 10 City of Toledo 130 YES R, F D, I, Y
Navarre & Wheeling 4 28 City of Oregon 107 YES R, F D, I, Y
Telegraph & Alexis 5 55 City of Toledo 92 YES R D, I, Y
Lewis & Alexis 6 11 City of Toledo 139 YES R, F D, I, Y
Corey & Sylvania & Whiteford 7 — City of Toledo 110 YES R, F D, I, Y
Dorr & Byrne 8 49 City of Toledo 138 YES S, R D, I, Y
Central & Cherry 9 117 City of Toledo 81 YES R, F D, I, Y
Byrne & Hill 10 — City of Toledo 125 YES R D, I, Y
Central & Secor 11 34 City of Toledo 152 YES R, F D, I, Y
Airport & Reynolds 12 7 City of Toledo 166 YES R, F D, I, Y
Erie & Monroe 13 — City of Sylvania 70 — — D, I
Laskey & Secor 14 — City of Toledo 133 YES — D, I, Y
Laskey & Lewis 15 — City of Toledo 85 YES R, F D, I, Y
Airport & Byrne 16 1 City of Toledo 211 YES R, F D, I, Y
Reynolds & Angola N 17 276 City of Toledo 67 YES R, F D, I
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Local State Maintaining # Total Severe Crash Crash Emphasis Area Name of Location Rank Rank Authority Crashes Hotspot Type Hotspot Overlap
Airport & Holland‐Sylvania 18 20 City of Toledo 142 YES R, F D, I, Y
McCord & Central 19 10 ODOT 128 YES R D, I, Y
AW Trail & Monclova 20 156 City of Maumee 61 YES S, R, F D, I, Y
Laskey & Detroit & Telegraph 21 — City of Toledo 45 YES F D, I, Y
Monroe & Talmadge 22 40 City of Toledo 138 YES R D, I, Y
Holland‐Sylvania & Bancroft 23 — City of Toledo 72 YES R, F D, I, Y
Navarre & Coy 24 59 City of Oregon 94 YES R D, I, Y
Jackman & Sylvania & Tremainsville 25 — City of Toledo 124 YES R, F D, I, Y
SR 246 (Dorr St) & CR-501 (Secor Rd) — 17 City of Toledo 149 YES R, F D, I, Y
U.S.-20 & CR-1572 (Holland-Sylvania — 19 ODOT 105 YES R, F D, I, Y Rd)
SR 51 (Monroe St) & CR-501 (Secor Rd) — 27 City of Toledo 151 YES R D, I, Y
SR 2 (Airport Hwy) & CR-73 — 29 ODOT 62 YES R, F D, I, Y (McCord Rd)
SR 25 (Anthony Wayne Trl) & CR-533 — 30 City of Toledo 100 YES R D, I, Y (South Ave)
SR 2 (Airport Hwy) & CR-ACCESS — 39 Unknown 45 YES R D, I, Y (Access)
U.S.-20 (Reynolds Rd) & CR-84 R, F — City of Toledo YES D, I, Y (Heatherdowns Blvd) 45 117
U.S.-24 (N Detroit Ave) & CR-500P — 48 City of Toledo 172 YES R, F D, I, Y
73 TMACOG Transportation Safety Plans PRIORITY LOCATIONS
Local State Maintaining # Total Severe Crash Crash Emphasis Area Name of Location Rank Rank Authority Crashes Hotspot Type Hotspot Overlap
SR 184 (Alexis Rd) & CR-79 (Whiteford — — ODOT YES D, I, Y Rd) 72 39
SR 2 (High Level Bridge St) & SR 51 — 80 City of Toledo 66 YES F D, I, Y
SR 199 (McCutchenville Rd) & CR-103 S — ODOT YES D, I, Y (Roachton Rd) 81 23
U.S.-20 & CR-120 (Weckerly Rd) — 88 ODOT 14 YES — D, I, Y
U.S.-24 (N Detroit Ave) & SR 120 F — City of Toledo YES D, I, Y (Central Ave) 92 59
SR 64 (Haskins Rd) & SR 65 — 93 ODOT 12 — — D, I, Y
R—Rear End, F—Fixed Object, S—Sideswipe-Passing, D—Distraction, I—Intersection, Y—Young Driver
74 TMACOG Transportation Safety Plans PRIORITY LOCATIONS
Figure 67: Top Crash Intersections in Wood County
75 TMACOG Transportation Safety Plan PRIORITY LOCATIONS
Figure 68: Top Crash Intersections in Lucas County
11
76 TMACOG Transportation Safety Plans